Rail-joint support



Jul 16, 1929. w. J. NIEDERGESAESS RAIL JOINT SUPPORT Filed Oct. e, 1928 v [1V V EN TOR W5 2215 2 11? JI Nzea'ezyesaess 1 lml J E \IIIIIIIIII L IF O N- [I N T [OMB 1. M MN MmY M l! N h w I ATTORNEY Patented July 16,1929.

a i 1 f j WILHELM J. ivrnnnnensanss, or SEATTLE, WASHINGTON.

RAIL-JOINT SUPPORT.

Application filed October 9, 1928.

' My invention refers to the art of rail joints, and more particularly to a device that is in tended to prevent the sagging of rail joints.

In railway systems it has been found very difficultto keep the rail joints from sagging owing to the fact that the clamping plates, commonly known as fish plates, which join the two abutting rails together can not possibly maintain a rigid joint at the instant the car wheels pass over it.

The constant traffic over a rail joint tends to loosen the clamping plates, thereby allowing each rail end to act as a beam supported only at one end. The deflection of these ends becomes more and more under use and soon a condition is reached where it is necessary to either reballast or shim up the oint.

My device is designed forthe purpose of overcoming this condition therefore The principal object of my invention is to provide means for rigidly supporting the abutting ends of the rails forming a oint.

A further object of my invention is to pr0- vide a truss system of such a character that will not loosen when subjected to continuous vibration and pounding.

A further object is to provide means for accomplishing the foregoing objects that may be easily and economically made, and which will use up the often discarded short pieces of rails.

A still further object is to provide a rail joint support that will not interfere with the ties nor the clamping plates which may be now in use.

The above general objects together with others inherent therein are obtained 'by the device illustrated in the accompanying drawings, the same being a preferred embodiment of my invention.

Figure 1 is a view in elevation of my device as installed.

Figure 2 is a vertical cross sectional view along the broken line 22 of Figure 1.

Figure 3 is a vertical cross section taken along the broken line 33 of Figure 1.

Similar numerals refer to similar parts throughout. the several views.

Referring to the drawings, 5 is a truss member preferably several feet long and may be of any suitable cross section although I have found it to be most satisfactory when a section of rail of at least the same size as the track is used.

When this section is inverted as indieated'in Figures 2 and 3 it. is in a position that will err- Serial No. 311,291.

able it to carry with the same deflection the load the traekage is to carry;

Further, I have found that most railway systems have large stocks of short pieces of rail which can be economically used in this manner.

Member 5 isnormally placed directly under the rails to be supported and also low enough so as not to interfere with the replacement of the ties T.

Clamp members 7 are secured by means of the bolts 8 and the overhanging hooks 9 to the bases of the track rails R and the truss member 5 as indicated in Figure 2.

In Figure 1 I have shown in solid lines two sets of clamps 7 one at each end of member 5. However, I believe it will be apparent that additional clamps might be used.

At the center of member 5 and directly under the rail joint J is a rail support 10 which is composed of two members 11, which form a clamp about the base of rail 5 and are secured in place by the bolts 12 and the overhanging hooks 13.

The upper surface 15 of support 10 is smooth, without any clamping hooks so as not to interfere with the fish plates, and serves as a support for both ends of rails R respectively. 1

Method of operation.

When my device has been attached to a rail joint as indicated in Figure 1 the joint support 10 is firmly pressed up against the rail joint J and maintained againstlateral dis placement by the clamp members 7. As a car wheel approaches the joint J, it tends to press the end of the rail R downward and as this end is supported by member 10 the downward thrust is transferred to the truss member 5. However, as the clamps 7 rigidly secure the ends of member 5 t0 the rail R at some little distance from the oint the resultant action is merely to cause a slight deflection in the short rail 5. As this slight deflection is no more than normally occurs at a point for instance near the center of a rail no difference can be noticed as the joint is passed.

, As the downward thrust is taken up by the preferably cast members 7 and 10 and not by their secured bolts,a joint of this character can reasonably be expected to remain rigid for a long eriod. This feature means a great saving in the-usual labor and ex ense of raising; sunken 301.11% and 1S particnarly of value in street railway systems where the ties are normally under pavement and Where the repair of a joint usually necessitates removal of pavement.

Manifestly changes may be made in the proportions and arrangement of the various parts of my device Without departing from the spirit of the invention therein disclosed. Other details of the operation of my invention Will be so obvious to those skilled in the art that I believe no further description is necessary.

\Vllat Iclaim is: I p

1. A rail joint support comprising a truss member, a support member adapted to clamp onto said truss member and a plurality of clamps adapted to secure the support to the track rails.

2. A rail joint support comprising a truss member, a support member adapted to clamp onto said truss member and having a smooth upper surface, and a plurality of clamps adapted to secure the support to the track rai s.

In Witness whereof, I hereunto subscribe my name this 27th day of September, A. D. 1928.

l/VILHELM J NIEDERG'ESAESS. 

